Two-cycle v motor



Dec. 16, 1930. E. H. BELDEN Two-CYCLE v-MoToR Filed Deo. 2l 1923vehicle. Furthermore,

Patented Dec. 16, 1930 y UNITED "STATES PATENT ori-ICE i H. BELDEN, k0FTOLEDO,v OHIO, ASSIGNOR` TO BLDEN PATENTSINCORPO- yRAT'ED, OF TOLEDO,OHIO, A CORPORATION `OF`OHIO' Y Two-CYCLE v Moron My invention relatesto'an internal combustion motor, and more particularly to such a motorofthe twojcycle V type.

'My invention has for its object to produce a compact, powerfulandreiiicient motor that will produce the minimum of vibration andnoise. The manner 1n which I achieve the objects of my invention can bebest described in connection with the embodimentthereof illustrated inthe accompanying drawing, in which, Y

such a motor, and Fig.'2vis a `diagrammatic showing of a slightlymodified form.

Two working cylinders 10, 11 are arranged preferably with their axesinclined so that 1they will form the two sides of a V. It will be notedthat the V-arrangement of the cylinders allows the crank shaft to bevlocated "centrally, and the lines of stress are substantially tovandfrom thiscentral line, each of which featurestends tolessenvibration .when the motor is mountedin an automobilel or other theshown.v is much'more compact than would be an arrangement with thecylinders parallel. l

Two p charging cylinders, 12 and l13, are arranged outside of andparallel with the workingcylinders rThe pistons 14, 15, `16 and 17 l ofthe respective cylinders have rods 18,V 19,

420' and 21 pivoted to a'lever orbeam 22.l` The beam 22 is fulcrumed ata point23 between tand slightly below the Vworking cylinders. Directlybeneath the fulcrumpoint 23 there is a crank shaft 24. Thefcrank pin 25of a crank on the. shaft is `connected by a link 26 to ,a pivot 27 onone arm of the beam A22. vI prefer to locate the pivot- 27 between thepivots 28 and 29` of the piston rods 18 and 20, respectively. Y'

. The working cylinders 10 and 11 have eX- haust ports 30 and 31 intheirV sides'just above the lowest points reached by thel tops of theirrespective pistons, and these ports are shown leading into exhaust pipes32 and 33. The charging cylinders 12 ,and 13 have inlet ports 34 and35-leading through connections 36 and 37 from anysuitable source `offuel supply. A common head over the cylinders 10 and 12 has a cavity 38opening 'diarrangement rectly into the cylinder 10, while asimilar Ycylinder-S10 and 11, respectively. Fig. 1 is a transverse verticalsection of yI prefer to construct my engine of the compound type, andshow accordingly on the crankshai't` a second crank pin 46,` which `isconnectedby alink 47 to the beam 48, which is similar in all respects tothe beam 22 and Vis connected in a similar way to asimilar series ofpistons. Y The position of the beam 48 in the form shown in Fig. 1 isthe same as that shown diagrammatically for this beam in Fig. 2, and theworking piston connected to its right end and indicated at 50 in Fig. 2isV at the bottom of itsstrokewhile the piston connected to thelei'tvend of the beam and indicated at 51 is at the top of itsstroke, and

the'corresponding charging pistons 52 and 53 will of course movesimultaneously with4 Vthe working pistons. i

The operation of the motor will be ap` parent from the description ofits structure, but for convenience will be briefly stated as follows APresuming the crank to be rotating in a pistons 15 and 17 are movingupward and, afterV they pass and close the 'respective ports 31 and 35,lthe charge from the cylinder 13 `is driven through check valve 41 intochamber 39 and cylinder 11. When the pistons reach the topsy of thevcylinders the charge is eX- ploded, check valve 41 closing and thepiston 15 being driven down on its working stroke. In the meantime,while the pistons 15 and 17 `are rising, piston 1,4 is moving down onits working strokev and piston 16 creates a partial vacuumin thecylinder 12. When the piston 14 uncovers port 30 the burned gases inAcylinder 10 are exhausted, and when piston 16 uncovers ports 34 the fuelgases rush into the cylinder 12130 fill the vacuum. While* vclockwise'direction, as shown on Fig. 1, the y piston is moving down on itsworking stroke piston 16 is moving upward and charging fuel gases intothe cavity 38. As will be noted, the piston 16 is moved very close tothe top of the cavity in the cylinder 12, so that nearly all of thecharge is forced out of the cylinder 12. Under some circumstances itmight be desirable to leave a larger space at the upper end of thecharging cylinder, to form a chamber inV which gasesmight be compressedwithout unseating the check valve after firing by a considerablyadvanced spark. However, owing to the thorough mixture of the gases andthe location of the spark plug directly over the working piston, thebest results are provided with less advancement of the spark than hasbeen customary with other motors. Clearance at the top of the chargingcylinder has several disadvantages. For one thing, it requires aconsiderably larger charging cylinder to force the same amount of fuelinto the combustion chamber. Furthermore, a very desirable feature ofthe structure shown is the comparatively high degree of vacuum incylinder 12 when the intake port is uncov ered. This results in acomparatively rapid flow of gas into the cylinder and when the parts areproperly proportioned this iiow is so rapid that the gas has a turbulentrather than a stream line flow, and the resulting mixture of gases ismuch more thorough than wherethe flow is slower. This thorough mixtureof gases is obviously a very desirable feature, as it increases both therapidity and the completeness of the combustion of the gases.

In the structure shown the charging piston moves some distance below thecharging inlet, as indicated by the position in which piston 17 isshown. This is for the purpose of allowing time for the gases tocompletely lill the charging cylinder, and the distance which thecharging piston moves below the inlet port will, of course, depend uponthe size of the cylinder, the amount oficharge desired, the size of theinlet ports, the feeding means by which fuel gases are supplied to theseports, and the degree of vaccinn in the chamber at the time the portsare uncovered. I prefer to introduce a larger charge than can be drawnin by the working piston in the usual four-cycle operation. Amongstother results of this increased charge are greater cooling ofunexhausted gases and increased power.

lith the parts arranged as in 1, the working strokes of the pistons 14and 51 will be simultaneous, and at the same time that link 26 ispushing in one direction upon the crank shaft 24, as a result of theworking stroke of piston 14, the link 47 will be pulling in the oppositedirection as the result of the working stroke of piston 51, and the sameresult will occur with the subsequent simultaneous working strokes ofpist-ons 50 and 15. Such side thrust as develops from the differingangles at which the forces of the two links are applied during therevolution of the crank in a clockwise direction has a tendency to movethe shaft towards the point at which the indicating numeral 24 isapplied on Fig. 1, and so will notraise the shaft even though itsbearings are worn.

' In the modification shown in Fig. 2 the connection of the front beamor beam 22 is changed by attaching the link 26 to a pivotY point 27 onthe left of the beam, instead of on the right of the beam. In this casewhen the piston 51 is starting its working stroke the piston 1'1 will behalf way through its working stroke, and when the pivot point 46 hasmoved to the point indicated at 54 and the crank pin 25 has moved to thepoint indicated' at 55, cylinder 10 will begin its working stroke andthe piston 51 will` be halfway through itsworking stroke. `As will beseen without further description, the four working strokes will continue to succeed each otherat each quarter revolution of the crankshaft. This gives a somewhat more continuous torque to the crank shaft,but does not have the advantage of balancing the forces applied to thetwo cranks as well as the method of attachment shown in Fig. 1. As willbe seen in Fig. 1, the two arms of the beams are bent downward so thatthey are at an angle to each other, and Iprefer to have this anglesubstantially the supplement of the angle between the axes of thecylinders. By this arrangement and by the proper proportioning of thecranks and the length and pivot point of the link connecting the crankto the beam, ,aV very compact arrangement can be constructed with thecrank shaft at or slightly above the point of the V formed by the: axesof-the working cylinders7 so that the enclosing crank case 56 need notbe larger than with the Vusual type of direct connection between thepistons and crank shaft.

It is an advantage to have the link from the crank pin pivoted to thebeam between the working piston and the charging piston. By having thispivot point outside of the pivotal connection to the working piston thepressure always remains in a downward direction on the fulcrum 23; Itwill also be noted that in this type of engine the conneel tions betweenthe working piston and the beam. will always be under pressure, so thatthere will be no change from push to pull on the pivot points andconsequently there will be no occasion for vibration or knock if thesepoints are slightly loose. In like manner the pressure is eitherbalanced or downward on the crank shaft in the structure shown in Fig,1, so that there isno abrupt `Chains@ in the 'direction of the forcesapplied-` V `to the" crank shaftlwhich might result in knock in `thatshaft'. Furthermore, as shown Y "atthe rightof Fig. 1 vby the dottedlines 60 vand 61, pivot points 28 and 29 will travel closely totherespective axes of cylinders and 12, ,indicated by dottedrlines 62andr63,

and their respective pistons always tends to force the'pistjons towardsthe outer lor lower `sides of the cylinders, towardswhich theyl from oneside to the otherside lof the cylinder with the result of what issometimes I A called piston slap. f

i sides of their cylinders, and ,eliminates slap due to varyingdirectionsof piston rod pres' sure. This is preferable to having thepivot 7 1 The pivot point 27iszb'elow a throughpivots 23 and28, and as aresult- `the distancebe'tween the pivot 127 and the "If thearrangernentiisv such thatthe Vpivot "points to which the piston rodsareattachedL remain constantly outside ofl'the axiallines `of their'respective cylinders,- pressuregof ther rodsl 'urgesthe pistons againstthe upper points'A crossy the axial lines, YbutV may f allow the axialline uponwhich the pivot points remaingdoes notkmake any difference sofar` as lpiston lslap is concerned;

vertical line passing throughtheY ulcrum decreases with its descentat `arelatively greaterV speedjthan the distance between`the pivot 3 28 andthe samev line. y

As a'result ofthese various features, it

will be-seen that I have constructed a 'motorj that is very compact andlat 4the Sametime powerful, as each working cylinder` has a two-cycleaction, "that is efficient, due to the thorough mixture 1 of `the igasesand' for other obvious reasons, andthat will cause but lit tle vibrationor noise,`due to the balanced fean tures ,and the comparative absence ofchange `in direction of stresses in the moving parts. Variousym'odiiicationsicould be made in the structiire, such asthe substitutionof different types of valve`s, the use of valved inlets at the i top ofthe charging cylinders vinstead off near the bottom, and, similarchanges, within theV` scope of the appended claims, while stillretaining the advantages of some of the `fea- `tures'of the invention.

Iclaim: j l 1. In an internal combustion motor, a

ofthe two cylinders, nand an 1inlet port uncoveredby the inovementof thechargingfpisline passing t0n: near the end oi its travel away from the`connecting port, andconnections to move the charging pistonsimultaneously with and alwaysrrin the same direction as the workingpiston. f y j 'A 2.V In "an Vinternal `combustion motor, a workingcylinder and "piston, a charging cyllinder and piston atone side of andsubstantiallyparallel` with the working cylinder, there being a portconnecting adjacent ends of the two cylinders and aninlet port uncovv jered by kthe Vmovement ofthe charging piston are urged gravity, Tand theresult is thatf there is no tendency to move Ithe pistons neartheend'ot` its travel away rom'the con necting`port,` and connections tomove the 'charging piston simultaneously with and Y always in`the'"sameydirection asthe working `piston. I

inder and piston at one side of and substanv j k tially parallel withthe working cylinder, there being a port connecting adjacent ends "ofthe'two cylinders, and a check valve for 4the port openingtowards theworkingcylinder,'jthere being anl exhaust `port in posi-V rtion to beuncovered by the movement of the j workingpiston nearthe end-offitstravel away from the connectingprt and an inlet "port invpos'ition tobeuncovered by the move- "ment ofthe charging pistonnear the end of its"travel away from the connectingport.`

y 4. In van internal `combustion motor, a Yworking"cylinder and piston,a chargingcyl- Inder and piston at one side of `and substan-Ytiallyparallel with-the working cylinder,'a `lever 'having'y an armat'one end of the cylinders, and rodsconnecting the pistons to the leverarm.-

'j `5. In yan internal Icombustion motor, a vworking cylinder? andpiston, a charging'cyl-- inder and piston at one side of' and* substanltially parallel: withthe working cylinder,

there being a port connecting adjacent ends of the two cylinders, a.lever ulcrunied at the opposite side of the working cylinder from thecharging cylinder, andpiston rods connecting the pistons lto the lever.'6. In an' Vinternal 'combustion motor, a working cylinder and piston,acharging cylinder and piston at one side of and substantially parallelwith the working cylinder, there being a port' connecting adjacent endsoflthetwo cylinders, aleverI fulcrumed toene side .ofthe-cylinders, andpiston rods connecting the piston to the lever. u

7 InV an `internal combustion motor, a

. working cylinderand piston, a charging cylinder and piston atone sideof and substantially parallel with the working cylinder, there being aport connecting adjacent ends -vof the two cylinders,fa lever fulcrumedto one sideof the cylinders, piston' rods connectingthe piston tothelever, a crank, and a link connecting the crank to the lever.

'8. -In .an internal combustion motor,V a

working cylinder and piston, a charging cylinder and piston at one sideof and substantially parallel` with the working cylinder, there being aport connecting adjacent ends of the two cylinders, a lever fulcrumed atthe opposite side of the working icylinder from the charging cylinder,piston rods connecting the piston to the lever, a crank, and` allelwitheach working cylinder and onthe side thereof farthest distant from theother working cylinder, a beam fulcrumed near its center, andconnections between leach end of the beam and the piston of one of thethe charging` cylinders.

l0. In an internal combustion motor, two working cylinders with theiraxes in the same plane, `a charging cylinder approximately parallel witheach working cylinder and on the side thereof farthest distant from theother working cylinder, a piston in each cylinder, a beam .fulcrumedbetween the extended axes to swing in the plane of the axes, andconnections between the pistons and the beam. y

ll.` In an internal combustion motor, two working cylinders with theiraxes in the saine plane, a charging cylinder approxi- `matelyparallelwith each workingcylinder y and on the side thereof farthestdistant from the other working cylinder, a piston in each cylinder, abeam fulcrumed between the axes of the working cylinders to swing in theplane of the axes, connections between the pistons and beam, a crankshaft and a link connecting the crank shaft to a point on the beambetween the connecting points of a working piston and a charging piston.

12.'In an internal combustion motor, a working cylinder and piston, acharging cylinder.and piston at one side of and substantially parallelwith the working cylinder, there being a port connecting adjacent endsof the two cylinders, a two-armed lever, piston rods connecting thepistons to one arm of the lever, and a similar pair of cylinders andVpiston rods connected to the other arm of the lever.

13. In an internal combustion motor, a working cylinder and piston, acharging cylinder and piston at one side of and substantially parallelwith the working cylinder, there being a port connecting adjacent endsof the two cylinders, a two armed lever fulcrumed at the opposite sideof the working Vcylinder from the charging cylinder, piston rodsconnecting the pistons to one arm of the lever, a slnnlar pair ofcylinders. and piston under. and connected tothe pistonswithinthe j.

four cylinders having their axes in the same plane, a crank shaft havingcranks off-.set oppositeto each other, and-a link from each crank toabeam, both linksbeing connected to the beams onthejsame side of thefulcrnm. working cylinders and the piston of one of Y 15. `In an.internal combnstionniotor, two working cylinderswwith their axial linesforminga V, a chargingcylinder at the side of each working cylinderv.farthest distant from the other-working cylinder, a two armed-lever,fulcrumed midwaybetween said 16. In an internalcombustion motor, twoworkingV cylinders 1with their ,axial 'lines forminga V, aucharging`cylinder parallel with each working cylinder randen :the side;

thereof farthest distant fromv the other working cylinder, therebeingports connecting the closed 4ends of eachworking cylinderwith theadjacent end of itsiassociated charging cylinder, a two armedleverfulcrumed midway between said lines, pistons in the cylinders, and rodsconnecting the pistons to the lever.

17. In an internal combustion motor, two working cylinders with theiraxial lines forming a V, a charging cylinderparallel with each workingcylinder and on the side thereof farthest distant from the other workingcylinder, a two armed lever' fulcrumed midway between said lines, thetwo arms being at an angle to each other which is substantially thesupplement ofthe angle between said lines, pistons in the cylinders,rods connecting the pistons to the lever, a crank shaft equi-distantfroml said lines, and a linkn connecting a crank on the shaft to a pointon one arm of the lever between the points at which a working-piston rodand acharging-piston rod are attached.

18. An internal combustion engine of the V type having on each side fourparallel cylinders arranged substantially in the form of a square, thetwo sets of cylinders being arranged side by side, the two innercylinders of A eachfset vbeing:working cylinders, and the two outercylinders being charging cylinders, two beams fulcrumed substantially atthe center of the V, each beam extending beneath fourcylinders havingtheir axes in the same vertical plane, a piston within each cylinderconnected by a rod to the associated beam, a crank shaft verticallybeneath the fulcrnm and having two cranks off-'set opposite to eachother, and a linkfrom each crank to a beam, the connections of the linksto the beam being on the same side of the ful- Crum' and between theconnections of a work-f in piston and a charging piston.

n testimony whereof I have hereunto signed my name to this specicaton.

.EDWARD H. BELDEN.

